Vacuum-brake



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A. M. GOODWIN.

l VAGUUM BRAKE.

YNo. 578,602. Patented Mar. 9, 1897.

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No. 578.6 02. Patented Mar. 9, 1897.

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A. MGOODWIN. VACUUM BRAKE.

Patented Mar. 9, 1897.

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' A. M. GOODWIN.

VACUUM BRAKE.

No. 578,602. Patented Mar. 9, 1897.

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('No Model.) 6 Sheets-Sheet 5. A. M. GOODWIN.

VACUUM BRAKE.

` No. 578.602. PatentedMar. 9, 1897.

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VAGUUM BRAKE. y No.A 578,602 Patented Mar. 9, 1897.

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VUNITED STATES PATENT OFFICE.

ADAM M. GOODWIN, OF PITTSBURG, PENNSYLVANIA.

VACU UNI-BRAKE.

SPECIFICATION forming part of Letters Patent No. 578,602, dated March 9, 1897. Application filed January 27, 1896. Serial No. 577,001. (No` model.)

To LZZ whom t 11i/ty concern.-

Be it known that I, ADAM M. GOODWIN, a citizen of the United States of America, residing at Pittsburg, in the county of Allegheny and State of Pennsylvania, have in- .struction of a brake of the above-described class that can be easily controlled, so as to gradually lessen the speed of the car or stop the same within a few feet, if so desired.

AA further object of the invention is to construct a vacuum-brake having three distinct actions, the first of which will apply the brakeshoes to the wheels at any desired tension that will not immediately stop the car, but will greatly reduce the speed of the same without effecting the vacuumchambers; secondly, to allow the valve to make the connection between the vacuum-chamber and the diaphragm-chamber and apply the ordinary pressure of the brake-shoes to the wheels, causing1 the car to be brought to a standstill, and a third action consisting of the first and second actions and the connecting of the pump directly to the diaphragm-chamber and thereby effecting an emergency stop; furthermore, in

connection with this latter action a simultaneous operation of the fender is effected, the same being lowered to the track and with this operation applying the sand to the rails, thus aiding to secure a sudden and effective stop of the car.

A still further object of my invention is to construct a vacuum-brake having many advantages over the ordinary and well-knowny air-brakes, as in the case of the latter the resistance is greater on the action of the pump when the air-reservoiris taxed to a high degree. The opposite is the casein my improved vacuum-brake, as when the vacuum is complete there will be but very little resistance and the strain on the pump will be merely nominal, thus operating the brake without the invention finally consists in the novel construction, combination, and arrangement of parts to be hereinafter more specifically described, and particularly pointed out in the claims.

In describing the invention in detail reference is had to the accompanying drawings, formin ga part of this specification,and wherein like letters of reference indicate similar parts throughout the several views,in which- Figure l is a side elevation of my improved Vacuum-brake, partly in section and showing the car in dotted lines. Fig. 2 is a top plan view of my improved brake as applied in position. Fig. 3 is a horizontal sectional View of my improved vacuum-brake. Fig. t is a top plan view of the fender, showing connection with the vacuum -chambers. Fig. 5 is a side elevation of the same. Fig. 6 is a side elevation of the operating-lever and valverods, showing casing in section. Fig. '7 is a top plan view of the casing, operating-lever, valve-rod, and valve. Fig. 8 is a top plan view of the valve. Fig. 9 is a vertical sectional view of the valve. Fig. lO is a sectional view of the valve-casing and plug, taken on a line corresponding with a: on of Fig. 9. Fig. l1 is a sectional view on a line corresponding with line y y of Fig. 9. Fig. 12 is similar to Fig. l0, except the plug is shown in a differentposition. Fig. 13 is a sectional View of the casing-plug, taken slightly above the section of Fig. lO, except the boss leading to thefender-cylinder, which is shown in section.

In the drawings, a represents the eccentric, and d the strap secured to the eccentric. The strap ais provided'with an oil-pocket d2, which is connected with the hollow pistonrod b, adapted to carry the oil to lubricate the exhaust-pump c through the piston d4. This exhaust-pump c has an oscillating motion and is secured to thetrucks of the car IOO by straps d d and trunnions e e. A iiexible hose fis connected to the exhaust-pump c and to the four-way valve g. Outlet-valves 7?, 7L are provided in the cylinder, and inletvalves i c' are' also provided, as shown in Fig. 3 of the drawings.

A piper? is connected to the valve g and to the vacuum-chambers 7c 7c, and also connects the two chambers together. This valve is further connected by a pipe 7 to the diaphragmchamber m, which is secured to the car-body. To this diaphragm-chamber fm, is secured a rubber diaphragm n, which has rigidly secured in its end an eyebolt o for attaching to the counter-leverp, as is shown in Fig. 2 of the drawings. At the end of this counterlever is attached the brake-rod q, which connects with the brake-lever r, operating the brake-beam s, carrying the shoes.

An operating-lever t is connected to the valve, one end of which is pivotally connected to the valve-rod u, this valve-rod being likewise connected through levers or arms o i; to the upright valve-rod u, which is also pivotally connected to the brake-lever w. The handle of this brake-lever is detachable, so as to be moved from one end ofthe car to the other, as desired, or can be removed by the motorman when he leaves the car, which will prevent any one from tampering with or operating the brake.

The brake-lever w and upright valve-rod u are provided with a casing y, which is curved at the top and provided with a slot z, through which the brake-handle o extends when it is placed in its position in the brake-lever. On this casing I-have provided the graduationstops designating the required `throw of the brake-handle, which will be hereinafter more fully described, and a pointer x' on a handle is provided for the convenience of the operator.

Bracket-bearings b' 7)' are secured tov the car-body and support the shaft c', forming the rear portion of the fender-frame. This fender is formed in a curved shape, as shown in Figs. l and 5, so as to allow the same Ato be suspended and clear any obstructions on the track when in the suspended position and when lowered to lie close to the track. The network portion of the fender may be composed of wire-netting, iron strips, or any other material that may be found suitable or desirable. To this shaft c are secured pistonrods c7' d', carrying on their other ends a piston-head e', which operates in a cylinder j, secured to the car-body. These cylinders are connectedto the main-valve casing g by a connecting-pipe g', the two cylinders being connected together by means ofa horizontal' `serve to retain the fender in its normal position, and at the ends of the shaft c are secured levers 'i' i", which are pivotally connected to a rod j, leading to the sand-box 7c and operating the valve of the same when the fender is dropped. rThe vacuu m-gage 762 is connected to the vacuum-chambers by means of a small gage-pipe Z', as is fully shown in Fig. l of the drawings.

The plug-valve is a special four-way valve constructed with a tapered part m', which is secured in the valve-body by `a nut n". The tapered'part m is provided with ports o 02, which connect with the ports in the body or shell of the valve according to the way the same may be operated, as will be hereinafter more fully described.

The operation of my improved vacuumbrake is as follows: The revolving of the caraxle rotates the eccentric a and the strap a', `imparting a reciprocating motion. tothe piston-rod b, driving the' piston a4, and pumping the air through the vflexible connection j', the valve g, and the pipe from the vacuumcham-bers 7c. From this it passes to the inletvalves 1i, and from thence into the exhaustpump c, and is expelled through the outletvalves h 7i, into the open air. To apply the brake, the handle o: is moved to any desired point7 as shown on the casing y, lift-ing the vertical rod u', which will rotate the cranks fu o and operate the valve-rodin the' horizontal direction,which in turn operates the valvelever i, secured to the tapered plug m in the valve g, and bringing the port-holes in the tapered plug'm in communication-with-the ports in the valve-body g, thus exhausting the air in the vdiaphragm-chamber into the chambers. This operation willcause the eyebolt 0 to recede into the diaphragm-casing m and pullv on the brake counter-leverp, which in turn pulls. on the brake-rod q, operating the brakc-leverr, attached to the brake-beam s, thus forcing the-brake-shoes against the wheels.

The foregoing description has been for the general application of the brake, and when IOO IIO

the brake is off the brake-handle will be in l the position shown in Fig. 7 and marked Off and the tapered part` m in the valve g will be in the position shown in Fig. l0, the passage o connecting the parts leading to the vacuum tank and pump and allowing the air to be pumped from the vacuum-chambers into the open air, as described.

Presuming that it is desired to apply the brake sufiiciently to slacken the speed oftheV In applying the brake for the regular stop the handle is moved to the position marked Stop in Fig. 7, which operates the Valverods, as heretofore described, and brings the tapered part m of the valve in the position shown in Fig. 12, closing the open-air and Apump ports and making communication with the vacuum-chamber and diaphragm-ports, thus allowing the air to rush into the vacuumchainbers and thereby collapsing the diaphragm chamber, which will operate the brake-levers and apply the brake-shoes, as heretofore described.

When the `emergency stop is required, which need only be used in cases where an accident is liable to happen, the handle 'is moved to the position marked Emergency stop, Fig. 7, operating the valve-rods in the same manner as described and bringing the tapered plug m. into the position shown in Fig. 13, thus closing the open-air and vacuumchamber ports and making the connection through the passage o between thel pump and the diaphragmphamber, which has already been exhausted of air by the port of the tapered plug passing the ports, as mentioned in the regular stop. Vith this operation the fender-port in the valve g is connected with the vacuu m-chamber by the cut-away portion o2 in the tapered plug, as is shown in Fig. 13, allowing the air in the cylinders f to be eX- hausted through the pipes g4 and g andthe valve-casing g and through the vacuum-cham# ber port into the vacuum-chambers, thereby allowing the piston e to recede into the cylinders and drawing the fender down to the track. Simultaneously with this opera-tion the levers i are moved forward by the action of the shaft c' in the lowering of the fender, and these levers in turn operate the rod j', which opens the sand-valve and allows the sand to escape on the rails.

Vhen it is desired to release the brake, the handle is returned to the position marked OE on the casing, which will return the tapered plug m of the valve g to the position shown in Fig. 10, making connection from the diaphragm-chamber to the open air, thereby releasing the brakes, and from the fenderport to the open-air port, as shown by dotted lines 04 in this View, thus filling the cylinders With air and allowing the springs h t' to return the fender to its normal position, Which will operate the rod connected to the valve of the sand-box and close the same.

My improved vacu um-brake does not in any way interfere with the ordinary hand-brake of the well-known construction. In fact, they may be operated simultaneously or independently,if desired. The fender when suspended in its normal position is elevated above the rails at a height sufficient to conveniently clear any obstruct-ion that may be found on the path of travel and is only operated as heretofore describedthat is, when the emergency stop is applied the fender will be automatically lowered and Will then be again returned to its normal position by the releasing of the brake.

It Will be noted that bythe use of a single operating-handle the car may be easily controlled, the brake performing three different and distinct actions; furthermore, automatically dropping the fender to the track and applying the sand to the rails.

I Wish to call`A particular attention to the advantage of my improved vacuum-brake over the ordinary and welleknown air-brake, as in my brake, when the vacuum is complete, the resistance and strain on the pump Will be merely nominal, while in the air-brake, when the air-reservoirs are taxed to a high degree, the resistance on the action of the pump is very great, as is a well-known fact to those skilled in the art.

The advantage of the brake in holding a car on'a downgrade will be readily apparent,

as it Will permit of the car being kept under control at all times, and thus prevent many serious accidents arising from this source, as

in case the motorman has lost control of the car the brakeshoes need not be applied to the wheels suddenly, as in the ordinary way,

but can be applied with a gradual tension,

thus reducing the speed of the car before applying the brake in full and preventing any danger of damaging the brake or car, as is the case Where a sudden application of the brakes is made.

I also Wish to call attention to the simplicity of construction in lny improved Vacuumbrake,`thus insuring strength and durability of the same and making the brake comparatively inexpensive to manufacture.

The graduation-stops provided on the casing over the brake-lever Will make the operation of the brake very simple, so that an inexperienced motorman may readily understand how to operate the same, Which is not the case Where the air-brake is used.

It will be noted that various changes may be made in the details of construction of my improved vacuum-brake and fender combined Without departing from the general spirit of my invention.

Having fully described my invention, what I claim as new, and desire to secureby Letters Patent, is-

.1. In a vacuum-brake, an exhaust-pump, a four-Way valve-casing having a flexible connection With the exhaust-pump, pipe connections to the diaphragm and vacuum chambers, and a fender and open-air ports, cylinder and pipe connections for operating the fender, said IOC) IIO

valve-casing having a tapered plug secured Vr 2 5 therein by a nut, and provided with ports nections for operating the fender, whereby the cylinder connected to the car maybe filled with or emptied of air, such as described.

3. A Vacuum-brake having a fender operating in conjunction therewith, said fender being of a curved shape and having pistonrods connected to the rear shaft, the other ends of said piston-rods carrying piston-heads operatin g in cylinders secured to the car, said cylinders being connected to the operatingvalve by pipes, substantially as shown and described.

4. A Vacuum-brake having a fender operating'therewith when the brake is applied to its full power, said fender being operated through cylinders connected to the main Valve, and carrying` levers connected to arod operating the sand-box Valve, whereby the sand is applied to the rails when the fender is operated, substantially as shown and described.

5. In a Vacuum-brake and fender combined, a fender secured to the car-body by a shaft suspended in brackets, said shaft carrying levers connected to a rod operating the sandboX Valve, piston-rods connected to said shaft operating in cylinders, said cylindersbeing connected to the main valve by pipes, and springs arranged at the sides of the fender for supporting the same when not in use, substantially as shown and described.

6. Ina Vacuum-brake, the eccentric andv strap secured to the car-axle, said strap having an oil-pocket and being connected to the hollow piston-rod, a piston-head carried by the rod, a cylinder secured to the truck, a flexible connection between the cylinder and the Valve-casing, a vacuum-chamber, a diaphragm-chamber,fender connections between the Vacuum-chamber, diaphragm-chamber` inders, substantially as `shown and described.

9. The combination of a fluid-pressure brake, a controlling-Valve and a car-fender controlled by said valve, as set forth.

10. The combination of affluid-pressure brake, a controlling-Valve,` a car-fender, a"

luidcylinder, a piston working in the cylinder and connected with the fender and suitable communication between the cylinder and controlling-valve7 as set forth.

In testimonyv whereof I affix my signature in presence of two witnesses.

ADAM M. GOODVIN. itnessesz ALFRED M. VILsoN, H. E. SEIBERT. 

